JP2005207321A - Internal combustion engine control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine control apparatus enabling to use stored heat by a cold-accumulator efficiently. <P>SOLUTION: The internal combustion engine control apparatus of the present invention which controls an internal combustion engine installed in a vehicle 1 to cooperates with an air conditioner 12, includes a cold-accumulator 17 for storing at least a part of cold heat produced in the air conditioner 12, accumulated cold heat amount detection means 18 for detecting an amount of cold heat stored in the cold-accumulator 17, environmental condition detection means 19-23 for detecting a car environmental condition (temperature in the car, humidity in the car, open air temperature, value of solar radiation, air conditioner setting temperature etc.), required cold heat amount calculation means 18 for calculating an amount of cold heat required for air-conditioning based on the detection result of the environmental condition detection means 19-23, and control means 3 for controlling an operation condition of the internal combustion engine based on the above-mentioned amount of stored cold heat and the required amount of cold heat. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for an internal combustion engine that cooperatively controls a power source and accessories mounted on a vehicle.

[Patent Document 1] describes an apparatus that calculates heat storage capacity based on an external environment, predicts a future air conditioning load, and performs air conditioning control based on these calculation results and prediction results.
JP-A-9-72580

  The device described in [Patent Document 1] is not mounted on a vehicle, but how to control air conditioning using a regenerator that accumulates cold heat generated by an air conditioner (air conditioner) in the vehicle. It is important whether energy efficiency (fuel consumption performance, etc.) can be improved by using a regenerator. Specifically, it is important how cold storage can be stored in the engine load area with low fuel consumption, or how much the air conditioner compressor can be stopped during idle and high load areas. It is. The objective of this invention is providing the control apparatus of the internal combustion engine which can utilize efficiently the heat storage by a cool storage.

  The control apparatus for an internal combustion engine according to claim 1 controls the internal combustion engine mounted on the vehicle in cooperation with an air conditioner that generates cold using the output of the internal combustion engine. A regenerator that stores at least a part of the heat storage, a stored cold energy detection means that detects the amount of cold energy stored in the regenerator, and at least one of vehicle interior temperature, interior humidity, outside air temperature, solar radiation, and air conditioner set temperature. Environmental condition detection means for detecting vehicle environmental conditions including, necessary cold energy calculation means for calculating the amount of cold necessary for air conditioning based on the detection result of the environmental condition detection means, and accumulation detected by the accumulated cold energy detection means And control means for controlling the operating state of the internal combustion engine based on the amount of cold and the required amount of cold calculated by the required amount of cold calculation means.

  According to a second aspect of the present invention, in the control device for an internal combustion engine according to the first aspect, the air conditioning request learning means for learning the air conditioning level required by the vehicle occupant based on the detection result of the environmental condition detection means. The required amount of cold energy calculating means uses the learning result of the air conditioning request learning means when calculating the required amount of cold energy.

  According to a third aspect of the present invention, in the control device for an internal combustion engine according to the first or second aspect, an environmental condition acquisition means for acquiring a non-variable traveling environment condition that does not vary in a short time on the traveling route, Load prediction means for predicting the load of the internal combustion engine based on the traveling environment situation acquired by the environmental situation acquisition means, and the control means uses the load prediction by the load prediction means to operate the internal combustion engine. It is characterized by controlling the state. The non-fluctuating driving environment state that does not fluctuate in a short time refers to information on intersections (signals), the presence / absence of crossings, road gradients, and the like. Further, the information acquisition means of the environmental status acquisition means includes a case where information stored in advance is mounted on a vehicle and information is acquired from this.

  According to a fourth aspect of the present invention, in the control device for an internal combustion engine according to the third aspect, the environmental condition acquisition means includes a communication means with the outside of the vehicle, and the non-fluctuating driving environment condition is provided by the communication means. Alternatively, it is possible to acquire a fluctuating traveling environment situation that can fluctuate in a short time. The communication means includes a dedicated communication interface that has its own communication function and uses a mobile phone or the like. The use of so-called VICS, optical beacons, FM communication, and the like is also included in the communication mode by the communication means referred to here. Furthermore, the variable traveling environment situation that can fluctuate in a short time refers to information related to the weather (weather), traffic jam situation, and the like with respect to the non-variable traveling environment situation described above.

  According to a fifth aspect of the present invention, in the control device for an internal combustion engine according to the third or fourth aspect, a driving operation situation including at least one of a driver's accelerator pedal operation, a brake operation, a gear shift operation, and a steering operation. Based on the non-fluctuating driving environment status acquired by the operating status detection unit and the driving status detected by the operating status detection unit, the driving operation status for the driving environment information is learned. An operation status learning unit is further provided, and the load prediction unit performs load prediction of the internal combustion engine using a learning result by the operation status learning unit.

  The invention according to claim 6 is the control device for an internal combustion engine according to any one of claims 3 to 5, wherein the environmental condition acquisition means determines the route to the destination by setting the destination, It is characterized by having a function of acquiring a traveling environment situation based on the determined route.

  According to the first aspect of the present invention, the required amount of cold heat is calculated based on the vehicle environmental conditions, the accumulated cold heat amount already stored is also detected, and the operating state of the internal combustion engine is controlled based on both. That is, it is determined how much cold heat needs to be generated from the required cold heat amount and the accumulated cold heat amount, and how much cold heat amount is stored in the regenerator and is effective in terms of energy efficiency. To determine the load area of the internal combustion engine. By doing in this way, an internal combustion engine can be controlled with energy efficiency. For example, fuel consumption can be improved by using a load region with a low fuel consumption rate as much as possible.

  According to the second aspect of the invention, the relationship between the detected vehicle environmental condition and the required air conditioning level is learned by the air conditioning request learning means. And by using this learning result at the time of calculation of the required cold energy by the required cold energy calculation means, the calculation accuracy of the required cold energy can be improved, and the energy efficiency can be further improved.

  According to the third aspect of the present invention, the load predicting means uses the non-variable traveling environment situation [intersection (signal), presence / absence of level crossing, road gradient, etc.] obtained by the environmental situation obtaining means to Predict the load. And since an internal combustion engine is controlled using this load prediction, energy efficiency can be improved further.

  According to the invention described in claim 4, since the environmental condition acquisition means can acquire a non-variable or variable driving environment situation through communication with the outside of the vehicle, the amount of information on the driving environment situation increases. Thus, the load prediction accuracy by the load prediction means can be further improved.

  According to the fifth aspect of the present invention, it is possible to further improve the load prediction accuracy by learning the driving operation situation with respect to the traveling environment information and using the learning result for the load prediction by the load prediction means. And energy efficiency can be further improved.

  According to the invention described in claim 6, since the environmental condition acquisition means can acquire the traveling environment condition based on the route to the destination, the calculation of the required amount of cold energy over the longer section or the load prediction of the internal combustion engine. Thus, the calculation accuracy of the required amount of cold heat or the load prediction accuracy of the internal combustion engine can be further improved, and the energy efficiency can be further improved.

  An embodiment of the control device of the present invention will be described below. The main components of a vehicle having the control device of this embodiment are shown in FIG. The driving force that drives the vehicle 1 is generated by the engine 2 that is an internal combustion engine. The engine 2 itself is a known general engine. Although not shown, the output of the engine 2 is transmitted to driving wheels via a transmission and a differential gear to drive the vehicle 1. Controls related to the engine 2 such as air-fuel ratio control, fuel injection amount control, and ignition timing control are comprehensively controlled by an engine electronic control unit (ECU) 3.

  A crank position sensor 4, a shift position sensor 5, an accelerator position sensor 6, an airflow sensor 7, a throttle position sensor 8, a wheel speed sensor 9, a brake master cylinder pressure sensor 10, and the like are also connected to the engine ECU 3. The crank position sensor 4 detects the rotational position of the crankshaft of the engine 2 and can also detect the engine speed. The shift position sensor 5 detects the gear stage of the transmission. In the case of an automatic transmission, a control ECU (e.g., an engine ECU 3 or an ECU that controls the transmission) outputs a shift signal. Therefore, it is only necessary to detect the gear stage based on this, and it may not be a so-called sensor.

  The accelerator position sensor 6 detects the amount of accelerator pedal operation by the driver of the vehicle 1, that is, the accelerator opening. The airflow sensor 7 is disposed on the intake passage and detects the intake air amount. The engine 2 of the present embodiment has a so-called electronically controlled throttle valve, and the throttle position sensor 8 detects the opening of the throttle valve. Since it is an electronically controlled throttle valve, the accelerator pedal and the throttle valve are not mechanically directly connected, and the accelerator opening and the throttle opening are detected separately. The wheel speed sensor 9 is attached to each wheel and detects the number of rotations of each wheel. From this detection result, the vehicle speed of the vehicle 1 can be detected.

  The brake master cylinder pressure sensor 10 detects the master cylinder pressure of the brake, and here detects the brake operation state of the driver. When a brake ECU that comprehensively controls the brake mechanism is provided, the brake master cylinder pressure sensor 10 is usually connected to the brake ECU. Even in such a case, since the brake ECU and the engine ECU are connected to each other to perform cooperative control, the detection result of the brake master cylinder pressure sensor 10 can be acquired by the engine ECU 3.

  The engine ECU 3 is also connected to a navigation system 11 mounted on the vehicle 1. The navigation system 11 has a built-in storage medium such as a hard disk or DVD disk that stores road / terrain information and other information (facility information, etc.). The information in the recording medium is information (traveling environment information) related to non-changeable intersections (signals), the presence / absence of level crossings, road gradients (terrain), etc. that do not change in a short time. In addition, the navigation system 11 includes a communication function (communication means), and can acquire travel environment information that can change in a short time such as weather (weather) or traffic jam conditions from the outside of the vehicle 1. The non-variable driving environment information described above may be acquired by the communication function.

  The communication function may be a communication function that completes itself, such as a dedicated communication interface, or may use a mobile phone or the like. Furthermore, so-called VICS, optical beacons, FM communication, and the like are one of the communication functions described here. Moreover, if the destination is set, it is also possible to acquire travel environment information over the entire section of this route along with the recommended route. In addition, the own vehicle position of the vehicle 1 can be detected using GPS, a gyro, or the like. The engine ECU 3 can acquire the above-described traveling environment situation from the navigation system 11 as information. The navigation system 11 functions as an environmental status acquisition unit.

  The vehicle 1 has an air conditioner (air conditioner) 12. The air conditioner 12 introduces air cooled by a heat exchanger 13 serving as a heat source or air heated by a heater core (not shown) serving as a heat source into the vehicle interior by a blower fan 14, Alternatively, dehumidification is performed. The coolant of the engine 2 is branched and circulated in the heater core, and the heat of the coolant is used. The air conditioner 12 has a refrigerant circulation system including a compressor 15, a condenser 16, and a regenerator 17. Further, another circulation system is formed between the regenerator 17 and the heat exchanger 13.

  The compressor 15 compresses the refrigerant using a part of the output of the engine 2. The compressed refrigerant is deprived of heat by the condenser 16 and liquefied, and is atomized by the integrated expansion valve built in the regenerator 17 to be easily vaporized. The refrigerant is further vaporized in the regenerator 17, and the regenerator material inside the regenerator 17 is cooled by the heat of vaporization at this time. The regenerator 17 accumulates cold energy by keeping the temperature of the internal regenerator material low. The refrigerant discharged from the regenerator 17 is compressed again by the compressor 15 and circulates repeatedly through the compressor 15 -the condenser 16 -the regenerator 17 described above.

  Further, the inside of the circulation pipe between the regenerator 17 and the heat exchanger 13 is also filled with the refrigerant, and the cold heat stored in the regenerator 17 is transmitted to the heat exchanger 13 in the passenger compartment by the circulation of the refrigerant. It is done. The cold heat of the heat exchanger 13 is introduced into the passenger compartment by the blower fan 14 described above. The regenerator 17 functions as an accumulating unit that accumulates the cold energy generated by the air conditioner 12. As the refrigerant filled in the circulation pipe between the regenerator 17 and the heat exchanger 13 described above, liquid such as water, brine (brine), ethylene glycol solution, or gas such as carbon dioxide is used. The regenerator 17 has a built-in temperature sensor for detecting the internal regenerator temperature and the refrigerant temperature. The heat exchanger 13 also has a built-in temperature sensor.

  The compressor 15 of the present embodiment is of an externally controlled variable capacity type, and can continuously variably control the refrigerant discharge amount by an external signal (DUTY signal). The structure is of a known general swash plate type, and the capacity is changed by changing the inclination of the swash plate. The compressor 15 can have a capacity of zero so that the refrigerant is not discharged, and does not require a clutch or the like. The compressor 15 is connected to an air conditioner ECU 18 that comprehensively controls the driving of the air conditioner 12, and the control signal (DUTY signal) described above is also generated by the air conditioner ECU 18.

  The air conditioner ECU 18 is also connected with sensors for detecting various kinds of information necessary for operating the air conditioner. These sensors include an in-vehicle temperature sensor 19, an in-vehicle humidity sensor 20, an outside air temperature sensor 21, a solar radiation sensor 22, and the like. The air conditioner ECU 18 is also connected to an operation panel 23 that is operated by a passenger when operating the air conditioner, and an actuator 24 that moves a damper for switching the blowing location. The operation panel 23 sets the set temperature, the air blowing mode, and the like. The motor of the blower fan 14 described above is also connected to the air conditioner ECU 18, and its drive and air volume are controlled by the ECU 18.

  Next, engine-air conditioner cooperative control by the above-described control device will be described. The flowchart of this control is shown in FIGS. First, as shown in FIG. 2, it is determined whether or not the air conditioner 12 is operating (step 200). Whether or not the air conditioner 12 is in operation is known by the air conditioner ECU 18. If the air conditioner 12 is not in operation, it is not necessary to coordinate the engine 2 and the air conditioner 12, and the control is terminated. It is repeatedly executed every predetermined time, and the operation status of the air conditioner 12 is constantly monitored by this step 200.

  On the other hand, if it is determined in step 200 that the air conditioner 12 is operating, the vehicle environmental conditions are read (step 205). The vehicle environmental conditions include at least one of a vehicle interior temperature, a vehicle interior humidity, an outside air temperature, a solar radiation amount, and an air conditioner set temperature. These values are detected by the vehicle interior temperature sensor 19, the vehicle interior humidity sensor 20, the outside air temperature sensor 21, and the solar radiation sensor 22. As for the set temperature, the air conditioner ECU 18 detects an operation by the air conditioner operation panel 23. That is, these sensors and the like function as environmental condition detection means.

  Following step 205, the air conditioning level required for the detected vehicle environmental condition is learned (step 210). The learning result is accumulated in a storage area in the ECU 18 and is updated by this step 210. As a result of this learning, for example, when the outside air temperature is XX degrees and the room temperature is □□ degrees, how the air conditioner operation is operated by the air conditioner operation panel 23 and what kind of request is made. (Set temperature, blower mode, etc.) are learned as past results. This learning is used when calculating the required amount of cooling in step 225 or step 230, which will be described later. Specifically, maps as shown in FIGS. 4A to 4C are created, and the coefficient curves shown in FIGS. 4A to 4C are corrected by learning performed as needed. I will do it. Each of the maps in FIGS. 4A to 4C is used when obtaining the coefficients indicated on the vertical axis of the map based on various vehicle environmental conditions indicated on the horizontal axis of the map. The use of each coefficient will be described when step 225 is described.

  Subsequent to step 210, a traveling environment situation is acquired (step 215). This traveling environment situation includes the non-variable and the variable described above. Non-fluctuating driving environment conditions that do not fluctuate in a short time include information on intersections (signals), the presence / absence of railroad crossings, road gradients, etc., and driving environment conditions that can fluctuate in a short time include weather (weather) and traffic congestion As described above, information on the situation and the like is included. These traveling environment situations are acquired by the navigation system 11 (including the case where the navigation system 11 itself stores the situation). That is, the navigation system 11 functions as environmental status acquisition means. Non-variable environmental conditions can be stored by the navigation system 11 itself, and can be acquired from the outside by the communication function of the navigation system 11. The variable driving environment situation is acquired by communication with the outside of the vehicle 1 by the communication function.

  Following step 215, it is determined whether the destination is set by the navigation system 11 described above (step 220). If the destination is set, the necessary amount of cold energy required between the current position of the vehicle and the entire route from the current position to the destination (the route set in the navigation system 11) is calculated (step 225). The calculation of the necessary amount of cold heat is performed based on the vehicle environmental conditions acquired in step 205. Since the required amount of cold heat is calculated based on the vehicle environmental conditions, the calculation accuracy can be increased.

  In particular, in the present embodiment, when calculating the required amount of cooling heat, in addition to the vehicle environmental conditions described above, information on the traveling environment situation acquired in step 215 is also taken into account. For this reason, it becomes possible to further raise the calculation accuracy mentioned above. Furthermore, in the present embodiment, the required air conditioning level for the vehicle environmental condition is learned in step 210, but this learning result is also used when calculating the required amount of heat in step 225. In other words, the air conditioner ECU 18 that calculates the necessary amount of cooling heat also functions as an air condition request learning unit. By using such learning results, it is possible to further increase the calculation accuracy of the required amount of cooling.

In the present embodiment, the calculation of the required amount of heat Q is performed based on the following equation (I), and the learning result in step 210 described above is reflected.
Q = Q4 * (t1 + t2 + ... + tn) = (q1 * t1 * a1 * b1 * c1) + (q2 * t2 * a2 * b2 * c2) + ... + (qn * tn * an * bn * cn) (I )
Here, Q4 is air conditioning load heat. Further, t1 to tn are unit control times when the total time for calculating the amount of cooling is divided into a plurality of control times. In addition, q1 to qn are in-vehicle heat loads per unit time corresponding to the respective control times, and are calculated based on the vehicle environment conditions detected in step 205 and the travel environment conditions detected in step 215. The values of the coefficients a, b, and c are coefficients obtained using FIGS. 4A to 4C, and are obtained for each control unit here. The calculation of the above formula (I) is performed by the air conditioner ECU 18. In other words, the air conditioner ECU 18 functions as a necessary cold energy calculation means.

  On the other hand, if it is determined in step 220 that the destination is not set, the vehicle travels for a certain period of time (or a certain distance) based on the current position of the vehicle and the traveling direction (detected by the navigation system 11). The required amount of cold energy until after travel is calculated (step 230). The calculation of the required amount of cooling heat is also performed based on the vehicle environmental conditions acquired in step 205. At this time, the information on the traveling environment situation acquired in step 215 is taken into account, as in the case of step 225 described above. Further, the learned necessary amount of cold energy is used as in the case of step 225.

  Subsequent to step 225 or step 230, the amount of cold stored in the regenerator 17 is determined. An explanatory diagram relating to this is shown in FIG. As shown in FIG. 5, the refrigerant temperature before the regenerator 17 is T1, the refrigerant temperature after the regenerator 17 is T1 ', its flow volume is M1, and the heat quantity of this refrigerant is Q1. Similarly, the temperature of the regenerator material in the regenerator 17 is T2, the volume thereof is M2, and the heat quantity of the regenerator material is Q2. Moreover, the temperature before the heat exchanger 13 of the refrigerant circulating between the regenerator 17 and the heat exchanger 13 is T3, the temperature after the heat exchanger 13 is T3 ′, and the flow volume is M3. Q3. Furthermore, the temperature of the heat exchanger 13 is T4, and the air conditioning heat load is Q4 as described above.

If it does in this way, calorie | heat amount Q2 is shown by following formula (II) or formula (III). Formula (II) calculates Q2 based on temperature, and Formula (III) calculates Q2 based on the amount of heat. T2start is the temperature of the cold storage material in the initial (normal temperature) state.
Q2 = (T4-T2) × M2 (II)
Q2 = Q1-Q3-[(T2start-T4) * M2]
= [(T1′−T1) × M1] − [(T3′−T3) × M3] − [(T2start−T4) × M2] (III)

  After step 235, the driving operation status of the driver is monitored (step 240), and the driving operation status is learned in association with the traveling environment status detected in step 215 (step 245). For example, when the vehicle speed or road gradient is a certain value, the driver detects what shift operation / acceleration work / brake operation is performed from the shift position sensor 5, the accelerator position sensor 6, the master cylinder pressure sensor 10, and the like. And learn. That is, these sensors function as operation status detection means. And engine ECU18 which learns based on a detection result is functioning as an operation condition learning means.

  This learning result is reflected in the engine load prediction in step 250 described later. Specifically, a map as shown in FIG. 6 is created, and each coefficient curve shown in FIG. 6 is corrected by learning performed as needed. The map of FIG. 6 is based on the driving operation state (accelerator work: accelerator opening) shown on the horizontal axis of the map and a plurality of equal gear curve (which can be determined to correspond to the road gradient) in the map. This is used when the load coefficient e shown on the vertical axis of the map is obtained. Use of the load coefficient e will be described when the next step 250 is described.

After step 245, the engine load is predicted (step 250). This prediction is performed corresponding to the section of step 225 (all sections to the destination) or step 230 (predetermined constant section). In the present embodiment, the calculation of the engine load TQ is performed based on the following equation (IV), and the learning result in step 245 described above is reflected.
TQ = (d1 * t1 * e1) + (d2 * t2 * e2) + ... + (dn * tn * en) (VI)

  Here, t1 to tn are unit control times when the total time for calculating the engine load is divided into a plurality of control times. D1 to dn are engine loads per unit time, and each value is calculated based on the traveling environment situation detected in step 215 (the vehicle environment condition detected in step 205 may be taken into account). . For example, FIG. 7 shows a map used to determine the engine load from a road gradient (an example of vehicle environmental conditions). Here, such a map (which may be multi-dimensional) is created in advance through experiments or the like, and the engine load is obtained from such a map. The value of the coefficient e is a coefficient obtained using FIG. 6, and is obtained for each control unit here. The calculation of the above formula (VI) is performed by the engine ECU 3. That is, the engine ECU 3 functions as a load prediction unit.

  Next, based on the engine load predicted in step 250, the fuel consumption when the compressor 15 is driven for each of the idle region, the acceleration region, the steady travel region, and the deceleration region is calculated from the map (step 255). The maps used at this time are shown in FIGS. 8 (a) and 8 (b). FIG. 8A shows the amount of generated cold heat with respect to the rotational speed when the compressor 15 is driven. In this map, a plurality of isothermal curves are shown, and different curves are used depending on the outside air temperature. From this map, the amount of cold heat that can be generated with respect to the compressor rotational speed (that is, engine rotational speed) can be grasped. As can be seen from FIG. 8A, the lower the outside air temperature, the greater the amount of cold heat that can be generated. Further, FIG. 8B can grasp the fuel consumption amount in each load region with respect to the displacement of the variable displacement compressor 15 (controlled by the compressor operation duty ratio).

  After step 255, based on the necessary cold energy amount, the accumulated cold energy amount, and the predicted fuel consumption amount, a balance schedule of the cold energy amount is set so that the fuel consumption amount is minimized (step 260). That is, it is determined how much the amount of cold heat is consumed or how much is generated in which section of the prediction section. Based on this schedule, the engine 2 and the air conditioner 12 are cooperatively controlled while performing correction based on the outside air temperature detected by the outside air temperature sensor 21 (step 265). The capacity (control duty ratio) is controlled for the air conditioner 12, and the load area is controlled for the engine 2. Step 265 is executed again from Step 200.

  Thus, efficient heat storage (cold storage) control can be performed by controlling the engine 2 based on the amount of stored cold heat accumulated in the regenerator 17 and the required amount of cold heat predicted from the vehicle environmental conditions. it can. Here, fuel consumption is improved by high-rate heat storage (cold storage) control. Further, in the above-described embodiment, the air conditioning level required by the passenger is learned based on the vehicle environmental conditions, and the learning result is used when calculating the required amount of cooling, thereby improving the calculation accuracy of the required amount of cooling and improving the efficiency. Is further enhanced. Furthermore, here, the driving environment situation is also obtained, the load of the engine 2 is predicted, and the engine 2 is controlled using this, so that the efficiency is further improved (in the above example, the fuel consumption is reduced). ing).

It is a block diagram which shows the structure of the vehicle which has one Embodiment of the control apparatus of this invention. It is a flowchart (the first half) of the cooperative control by one Embodiment of the control apparatus of this invention. It is a flowchart (latter half) of the cooperative control by one Embodiment of the control apparatus of this invention. It is a map which shows the relationship between a vehicle environmental condition and the correction coefficient used at the time of calculation of required cold heat amount. It is explanatory drawing regarding energy storage amount (cold storage amount) calculation. It is a map which shows the relationship between a driving | running operation condition and the correction coefficient used at the time of internal combustion engine load prediction. It is a map which shows the relationship between a driving | running | working environment condition and an internal combustion engine load. It is a map used when calculating the minimum fuel consumption rate.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine (internal combustion engine), 3 ... Engine ECU (control means: Load prediction means), 5 ... Shift position sensor (operation condition detection means), 6 ... Accelerator position sensor (operation condition detection means), 8 ... throttle position sensor (operation status detection means), 10 ... brake master cylinder pressure sensor (operation status detection means), 11 ... navigation system (environment status acquisition means), 12 ... air conditioner (air conditioner), 13 ... heat exchanger, DESCRIPTION OF SYMBOLS 14 ... Blower fan, 15 ... Compressor, 16 ... Condenser, 17 ... Regenerator, 18 ... Air-conditioner ECU18 (necessary cold energy calculation means: Accumulated cold energy detection means), 19 ... In-vehicle temperature sensor (environmental condition detection means), 20 ... In-vehicle humidity sensor (environmental condition detection means), 21 ... Outside temperature sensor (environmental condition detection means), 22 ... Morphism sensor (environmental condition detecting means), 23 ... air conditioning operation panel (environmental condition detecting means).

Claims (6)

A control device for an internal combustion engine that controls an internal combustion engine mounted on a vehicle in cooperation with an air conditioner that generates cold using the output of the internal combustion engine,
A regenerator for storing at least a part of the cold generated by the air conditioner;
Accumulated cold energy detection means for detecting the amount of cold energy stored in the regenerator;
An environmental condition detection means for detecting a vehicle environmental condition including at least one of an interior temperature, an interior humidity, an outside air temperature, an amount of solar radiation, and an air conditioner set temperature;
Necessary cold energy calculation means for calculating the amount of cold necessary for air conditioning based on the detection result of the environmental condition detection means;
Control means for controlling the operating state of the internal combustion engine based on the accumulated cold quantity detected by the accumulated cold quantity detection means and the necessary cold quantity calculated by the necessary cold quantity calculation means. A control device for an internal combustion engine. Further comprising air conditioning request learning means for learning an air conditioning level requested by a passenger of the vehicle based on a detection result of the environmental condition detecting means;
2. The control apparatus for an internal combustion engine according to claim 1, wherein the required amount of cold energy calculating means uses a learning result of the air conditioning request learning means when calculating the required amount of cold energy. An environmental condition acquisition unit that acquires a non-variable driving environment state that does not vary in a short time on the driving route, and a load prediction that predicts a load of the internal combustion engine based on the driving environment state acquired by the environmental state acquisition unit And further comprising means,
3. The control device for an internal combustion engine according to claim 1, wherein the control unit controls an operation state of the internal combustion engine using load prediction by the load prediction unit.   The environmental status acquisition means includes means for communicating with the outside of the vehicle, and it is possible to acquire a non-variable driving environment situation or a variable driving environment situation that can change in a short time by the communication means. The control device for an internal combustion engine according to claim 3. Operation status detection means for detecting a driving operation status including at least one of a driver's accelerator pedal operation, brake operation, gear shift operation, and steering operation;
Operation status learning means for learning a driving operation status with respect to the driving environment information based on the non-variable driving environment status acquired by the environmental status acquisition means and the driving operation status detected by the operation status detection means; Prepared,
5. The control apparatus for an internal combustion engine according to claim 3, wherein the load prediction unit performs load prediction of the internal combustion engine using a learning result obtained by the operation state learning unit.   The said environmental condition acquisition means has the function to determine the route to the destination by setting the destination, and to acquire the traveling environment condition based on the determined route. The control apparatus for an internal combustion engine according to any one of the above.

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